Car construction.



A. N. wARFl'ELD. CAR CONSTRUCTION.

APPLICATION FILED JUNE 7. l9i.

Pand July '30, 1918,

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A. N. WARFIELD.

Y CA-R CONSTRUCTION. APPLICATION mzzlyue 1. |911.

Patented July 30,1918.

3 SHEETS-SHEET 2.

flomuf A. N. WARFIELD.

CAB CONSTRUCTION.

APPLICATION FILED :uns 1. 19u.

Patented July 30,

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` UNITED STATES BATENTOFFICE.;

i GAB, CONSTRUCTION.

Specication of Letters Patent.A

Patented July 3o, 1:9718.

Application filed .Tune 7, 1917. Serial No. 173,297.

To all whom it may concern.'

Be it known that I, AARON N. VARFIELD, a citizen of the United States ofAmerica, residing at London, in the county of Middlesex and Province ofOntario, Dominion of Canada, have invented certain new and usefulImprovements in Car Construction, of which the following is aspecification, reference being had therein to the accompanying drawings.

This invention relates to car construction, and has special reference tocertain improvements in connection with the construction disclosed by myPatent No. 1,230,349, granted June 19, 1917, and my application led Oct.23, 1916, lSerial No. 127,059, and allowed Oct. 18, 1917.

The present invention partlcularly relates to the underframing of themetallic railway car, either for steam or electric railways, andespecially the underframing at the ends of the car,such underframingincluding the central box girder, transverse `enjd bolsters, bulk'heads,and platform extensions.

The oicial reports of recently wrecked steel passenger coaches attributethe crushing and buckling of theends of the coaches due to a lack ofproper bracing, reinforcements, and disposal of structural elements toresist end thrust orcornpression, 'and it was found that while thevstructural elements were disposed to insure rigidity under normalconditions, that these same elements were susceptible to buckling underminimum end thrust or compression. The same reports found --the carconstruction otherwise faultyand my invention now aims to rectify suchfaults by a'car construction capable of withstanding many'times, the endthrust or compression so far encountered in wrecked cars, withoutincreasing the weight ofthe car. To accomplish this, it has not beennecessary to increase the weight or cross sectional area of structural.standard shapes, as channels, I beams or angle bars, but to dispose suchstructural elements and articulate the same so that buckling ordistortion from any lateral direction is practically impossible.

The present invention includes many novel features that will be apparentto those conversant with metal car construction, andreference will nowbe had tothe drawings, wherein Figure 1 is n. plan of the under framingof an end of a car, showing head and side walls in section; f

Fig. 2 is an ,enlarged plan of an `end bolster, partly broken away `andpartly in section; c f

Fig. 8 is a cross sectional view taken on the line III-IIIv of Fig. 1,.showing the endrv bolster in elevation; Y j Fig. 11 is across sectionalview taken on the line IV--IV of Fig. 3; f Y

Fig. 5 is a longitudinal sectional view taken on the line 'V-V of Fig.1, showing the-central longitudinal'box girder in elevation, and g YFig. 6 is a cross sectional-view taken on the line VI-VI of Fig. 1,showing a `por, tion of the bulk head.

Reference will first be had vto the central longitudinal box girderconstituting the backbone of the car, this girder, together' with theunderframing ofthe car body, `Vbeing susceptible to all the impact underab-I normal conditions.v The girder extends throughout the lengthoftheunderframing and consists of I beams 1 connectedby top and bottom plates2 and' 3 respectively. These top and bottom'plates are onlykdiscontinued where much heavier reinforcing or gusset plates are usedinlieu thereof, par-V ticularly 'bolsters and transverse lbeams ormembers ofthe underframing. Where bolsters are to straddle the boxgirder the bottom plate 3 abuts a bottom center plate and is riveted orotherwise connected to the I beams 1 of the girder. Y c f Each bolstercomprises-transverse webs 6 disposed in parallelism with thelower edgesthereof cut away,as at 7, so that thewebs may straddle the boxgirder andbe held relative thereto. At the box girder, the outer sides of the webs6 are connected to the IA beams by angle brackets 8, and the confrontingwalls of thewebsvare connected to the I. beams 1 by angle brackets 9,yas best shown in Fig. 2. VA#ingle bars 10 also connect the outer sidesof the webs`6 tothe top plate 2.

The lower edges ofthe webs 6, `at Ithe .inner and outer sides thereof,are. provided with angle bars 11, extendingfrom the bottom centery plate5, to the outer ends ofthe webs 6, and these angle bars are connected bya bottom cover plate 12 extending .under the plate 5 and protrudingfromthe ends of `the webs 6, as best shownit Fig.r3. Thebottom coverplate 12 at the box girder, is reinsoA tofore mentioned.

forced by another bottom plate 13, the reinforcing plate 13 cover plate12, angle bar's 11, connecting the lower edges of the webs G to the boxgir-der so as to resist crushing of the girder due to loads on the endsof the girder. To prevent breaking of the bolster at that point where itstraddles the box girder, the upper edges of the webs 6, at theconfronting sides thereof, are provided with channel bars 14 throughoutthe length thereof and these channel bars, together with angle bars 15at the outer sides of the webs 6, are connected to top or cover plate 17havin a central reinforcing plate 18. The channel bars 14, angle bars15, plates 17 and 18 cooperate with the angle bars 10 in reinforcingthat part of the bolster straddling the box girder, s0 that said bolsterwill not be weakened by being cut away, as at 7, to straddle the boxgirder. 4

Resting on the protruding ends of the bottom cover plate 12 andconnected thereto are web plate side girders forming the subject matterof my Patent No. 1,230,349 here- As an instance of such construction,there is a bottom member 19 supporting a wall 2O having the lower'.edges thereof connected to the member 19 by angle bars 21 and 22. Thetop cover plate 17 of the bolster abuts the wall 20 and is connectedthereto by angle bars 23 and .24. An outside plate 25 stilfens the wall20 at the end of the bolster, as clearly shown in Figs. 2 and 3. Theouter and inner sides of the webs 6 of the bolster are also connected tothe angle bar 22 by angle brackets 26.

The sideplate girders of t-he car are connected by transverse channelmembers 27 and 28 on the central box girder and connected to thetransverse member 28 is a bottom bulk head plate 29 provided with anopening 30 to receive the central box girder. The same rivets orfastening means holding the bottom bulk head plate 29 in engage mentwith the transverse member 28 also holds the lower` edges of bulk headplates 31, havingthe vertical inner edges thereof reinforced by verticalangle bars 32 and the if'erticalou'ter edges thereof connected to theside web plate girders by angle bars 33, 34 and 35, the angle bars 33extending on to the bottom bulk head plate 29, and connected thereto, asbest shown in Fig. 6.

Between the bolster and the transverse member 27 and between this memberand the transverse member 28 are longitudinally alining channel members36 connected to the bolster and the members 27 and 28 by angle brackets37. Riveted or otherwise connected to the upper flanges of the members27, 28, and 36 is a large impact plate 38, having the side edges thereofconnected to the angle bars 24, and the inner transverse edge thereofconnected to the angle bar 15 of the bolster, this bar having thelateral flange thereof protruding from undef' the cover plate 17, asbest shown in Figs. 2 and 5. The impact plate 38 provides a lateralsolid truss member between the bulk head, bolster and side web plategirders. Further stiffening the end of the underframing are angularlydisposed braces 39 extending through the lower bulk head plate 29 andconnecting the side web plate girders to the outer ends of the I beams 1of the box girdcr. The protruding ends 0f the central box girder supporttransverse platform members 39 and 40, the former being shaped toconform to the end contour of the car body or platform. The transverseplatform members 39 and 40 are connected by longitudinal channel members41 and longitudinal channel members 42 connect the transverse platformmemberV 39 to the bulk head.V

transverse angle bars 45 carried by the bulk;

head. The platform plate 44 is in reality a continuation of the impactplate 38 and the manner of articulating the platform structure relativeto the end bolster is such as to distribute stresses and strains andresist the maximum impact to which steel railway cars have so far beensubjected.

The above is an outline of the principal structural features of the carunderframing, and mino-r angle brackets, braces and gusset plates havenot been included. The preferred structural elements have been shown anddescribed, and it is to be understood that the construction andarrangement of such elements are susceptible to such changes as fallwithin the scope of the appended claims.

llVhat I claim is 1. An underframing 'for cars, comprising a box girder,side web plate girders, a bolster straddling said box girder andconnected to said side girders, transverse members on said box girderVconnecting said side girders, and an impact plate connecting said sideplate girders, said transverse members and said bolster.

2. An underframing for cars, comprising a box girder, side web plategirders, a bol-y ster straddling said box girder and connected to saidside girders, transverse members on said box girder connecting said sidegirders, a bulk head carried by said box girder and one of saidtransverse members and connected to said side girders, and a horizontaldisposed impact plate connecting said side girders, said transversemembers and said bolster.

3. An underframing for cars, comprising a box girder, side web plategirders, a bolster on said box girder and connected to said sidegirders, transverse members on said box girder connected to said sidegirders, transverse platform members on said box girder, a horizontalimpact plate connecting said side girders, said transverse members andsaid bolster, and horizontal platform plate connecting said transverseplatform members and in a plane with said impact plate.

et. An underframing for cars, comprising a box girder, side web plategirders, a bolster on said box girder and connected to said sidegirders, transverse members on said box girder connecting said sidegirders, a bulk head carried by said box girder and one f saidtransverse members and connected to said side girders, transverseplatform members on said box girder, a horizontal platform plateconnecting said transverse platform members to said bulk head, and animpact plate connecting said side girders, said transverse members andsaid bolster.

In car construction, a box girder, abottom bulk head plate thereon, atransverse member on said box girder connected to said bottom bulk head'plate, side bulk head plates connected to said bottom bulk head plateand said transverse member, a platform plate at one side of said bulkhead, and an impact plate at the other side of said bulk head. Y

6. In car construction, a box girder, a bottom bulk head plate thereon,a transverse member on said box girder connected to said bottom bulkhead plate, side bulk head plates connected to said bottom bulk headplate and Vsaid transverse member, a platform plate at one' side of saidbulkhead, transverse platform members on said box girders supportingsaid platform plate, a bolster, and animpact plate connecting said bulkhead and said bolster.

7. In car construction, a central girder, side girders, and a bolsterstraddling said central girder and connected to said side girders andcomprising webs having inner and outer sides connected to said centralgirder, top and bottom cover plates for said Webs, and reinforcingplatesfor said cover plates at said central girder.4

In testimony whereof I aix my signature in the presence of twoWitnesses.

AARON N. WARIELD.

Witnesses:

ANNA M. Donk, KARL H. BUTLER.v

Copies of this patent may be obtained for ive cents each, by addressingthe "Commissioner of Patents.

Wuhilgtomll.

